4-Place Super Cub

[stewartb]

Look at Yeswelder models on Amazon. For $400 I bought an inverter MIG-TIG-Stick machine for steel only. If you want AC/DC they have one for $700. Small and light. Not what a production shop would want but it fits my needs nicely. I'm tempted to buy a Hobart plasma cutter, too. They have a little one with on-board compressor for about $1000 at the local hardware store.

[dgapilot]

I've been running an Everlast 200EXT for about 4 years now. No complaints. With all the off shore welders, some people love them and some hate them. If you aren't making a living with it, dollar for dollar, you can't beat them. I've upgraded to 25' cables, and use a tib button instead of my foot pedal. I find trying to use a pedal while climbing around in the fusealge is not an easy task. Tig Button works great, no more foot pedal. For most stuff I use Furik gas lens with either a Jazzy 10 or Fupa 12 cup.

[1934A]

Buy once, cry once....miller Dynasty 200. Not cheap, but hands down, the most user friendly welder I've ever used.

[jrussl]

I second the Miller Dynasty 200. Mine has worked well for the past 12 years.


Sent from my iPhone using SuperCub.Org

[chugach3dcomp]

I’m a big fan of fronius equipment, but a everlast may work as well.

[Nolan]

Updates,
Purchased Javron square wings with full spars and ailerons out to the tips. Denny convinced me into getting the standard 24 gallon tank over CF.
Airframes Alaska is sending over my P-stol flaps hardware (3 hangar) to Jay for machining and doubler installs.

Jay has 30 Kits/wings in line before me and Airframes wont actually finish the flaps till May-ish. I'm not going to complain 1 bit.

Dakota trim parts like the jack screw, pulleys, and handle arrived last week. Airframes will have my cables ready by the time I leave work.

Inside the cabin I've laid out 10 mil clear plastic (firewall to Baggage wall) to begin the layout process of floorboards, joints, overlaps, and covers. The 10 mill is great at not stretching but still "see-though" enough to see nutplate locations, frames, etc. The plastic is also a great white board for notes you know you'll forget once you walk away from the project.

Any recommendations on a new welder? Mines about to get its last project.

I really like my Lincoln 200 tig
And I have a Miller 250 mig it might be 255?
I also have a Miller 210 mig (more portable than the 250) it’s ok, l like the 250 better



Sent from my iPhone using SuperCub.Org mobile app

[joemcd]

With the Javron extended wings, what is the gross weight?

[G44]

I would build it with single middle seat in the front.

[Crash, Jr.]

With the Javron extended wings, what is the gross weight?

I could be wrong but I think Javron rates those wings up to 2300lbs gross weight.

[DENNY]

I believe it is 2,2OO lbs but you set the weight you want if experimental. DENNY

[RedOwlAirfield]

The Primeweld 225 is a really nicely featured welder with a genuine CK #17 torch and lead included all for $900.

I've had my Primeweld 225 for about a year now and have had no issues at all. Does everything I can think of without complaint. Honestly it still even looks like new. So far, the best welder I've ever owned.

[Acd17931]

Joemcd, 2200#. Jay mentioned haveing a set designed for 2400#+ but they kept breaking landing gear on testing so it got limited to 2300.

G44, the current plan is 4 total seats with the front rh mounted on a seat rail and often removed. If I center the seat, the throttle and mixture brackets welded in already might become a tad awkward to manipulate, but then again maybe not.

Thanks for the quick welder reviews.

I found an O-360-A1A for the project. She's in Maine and in need of overhaul. Came out of a Mooney M20A. Narrow deck. 1st step is shipping to custom aircraft engines in Palmer for overhaul. We will see what the damage is when they get it. Current overhaul quotes for those interested is 6-9 months. 20.5k add in 1k-3.6k for new cylinders and a couple hundred on paint choices as well as port & polish. Accessories are overhaul exchange but starters and alternator come new.

One option is to upgrade to high compression pistons and port and polish. Bonus is power, downfall is no mogas.

Another options is electronic ignition and "phase 4" cam shaft timing.

Now as I recall the A1A has no dynamic balancers so an rpm restriction was in place with constant speed props. I plan to run a ground adjustable whirlwind or sensenich. Does any one see a problem here with that thought or plan?


- Arthur Dyer V.

[G44]

G44, the current plan is 4 total seats with the front rh mounted on a seat rail and often removed. If I center the seat, the throttle and mixture brackets welded in already might become a tad awkward to manipulate, but then again maybe not.



Good point. Now that you mention it, throttle and mixture would be awkward. Great thread, thanks for posting.

[Bill Rusk]

Arthur
You can go up to 9 to 1 on the compression ratio and safely run auto gas. Just a thought which may be debated on the site, but everyone that I have talked to that has the ground adjustable prop, after they get that prop set they don’t change the pitch. The idea being that “oh when I go on a cross country I’ll change the pitch and then when I get where I’m going I’ll reset it for a better out of the hole performance”, but the bottom line is nobody does that. So you may as well save the weight and get a fixed pitch prop.
Don’t forget to put the banana plates and improved case through bolts on the narrow deck.

Thank you for the thread.

Bill

[Farmboy]

Arthur
Just a thought which may be debated on the site, but everyone that I have talked to that has the ground adjustable prop, after they get that prop set they don’t change the pitch. The idea being that “oh when I go on a cross country I’ll change the pitch and then when I get where I’m going I’ll reset it for a better out of the whole performance”, but the bottom line is nobody does that. So you may as well save the weight and get a fixed pitch prop.
Bill

I’ll add a thought to this Bill.
Like others I didn’t change my GA Sensenich once I found the pitch I loved. But it was night and day different from what I had, and it was also different on my second cub.

My belief is where a GA really shines is that every aircraft has its own set of data points. Power output is within 10% up or down of the rated output. Drag can easily be 10% up or down as compared to your buddy’s model, depending on wheel size, gear setup, pods, etc. So the only way you can achieve all the performance from _yours_ is to tweak the prop until find that sweet spot.
Why compromise with a fixed pitch that worked for someone else?

Pb

Ps, Bill, Rob Lynn said he talked to you about getting a Supercub after we harassed his airfield twice. Lol. It’s a really great spot.


Transmitted from my FlightPhone on fingers…

[DENNY]

Arthur
You can go up to 9 to 1 on the compression ratio and safely run auto gas. Just a thought which may be debated on the site, but everyone that I have talked to that has the ground adjustable prop, after they get that prop set they don’t change the pitch. The idea being that “oh when I go on a cross country I’ll change the pitch and then when I get where I’m going I’ll reset it for a better out of the whole performance”, but the bottom line is nobody does that. So you may as well save the weight and get a fixed pitch prop.
Don’t forget to put the banana plates and improved case through bolts on the narrow deck.

Thank you for the thread.

Bill

Bill
All I am finding for auto fuel local is 90 octane Ethanol free. I blend with Avgas currently so no big deal. Every search turns up a different octane required for 8.5 - 1 compression. What would you say is safe for 8.5 - 1 pistons. DENNY

[skywagon8a]

Bill
All I am finding for auto fuel local is 90 octane Ethanol free. I blend with Avgas currently so no big deal. Every search turns up a different octane repairmen for 8.5 - 1 compression. What would you say is safe for 8.5 - 1 pistons. DENNY

Denny,
My still original as it left Lycoming IO-360B1D has 8.5-1 pistons. The original data plate is stamped 91 octane. YET the TC 1E10 says 100/100LL.

[DENNY]

The new experimental cub is going to have 8.5 - 1 I would like to get away with no AVGAS if possible but may just blend in a bit to raise octane like I do now. DENNY

[Crash, Jr.]

My belief is where a GA really shines is that every aircraft has its own set of data points. Power output is within 10% up or down of the rated output. Drag can easily be 10% up or down as compared to your buddy’s model, depending on wheel size, gear setup, pods, etc. So the only way you can achieve all the performance from _yours_ is to tweak the prop until find that sweet spot.
Why compromise with a fixed pitch that worked for someone else?

That's the biggest upside to a GA prop. Besides the great performance that the Sensenich has, the ability to fine tune one prop to your high compression/port&polish experimental engine that has an unknown amount of power output is key. You may have to go through 2-3 different fixed pitches to find the right pitch whereas with a ground adjustable you just re-pitch it.

My understanding on the O-360 without the counterbalance shaft is that you need to avoid a range of something like 2100-2200 rpm continuous. You're unlikely to cruise at such a low rpm so it's mainly a precaution that can be disregarded. This applies to fixed pitch as well. The reason the pawnee prop isn't approved is a tendency to develop cracks in the last 4" of blade due to the harmonics of the O-360 at those rpm ranges. Again, just avoid cruising around at low power settings and you've got no problems.

[skywagon8a]

My understanding on the O-360 without the counterbalance shaft is that you need to avoid a range of something like 2100-2200 rpm continuous.

You will find that rpm restriction on the applicable propeller TC, not the engine's.

[WhiskeyMike]

Bill
All I am finding for auto fuel local is 90 octane Ethanol free. I blend with Avgas currently so no big deal. Every search turns up a different octane required for 8.5 - 1 compression. What would you say is safe for 8.5 - 1 pistons. DENNY

Here on the MA/NH border the only source for ethanol free seems to be the Hampton NH Airfield. (Sincere thanks to them!) I'm wondering if there are gas stations that actually have it other than the very expensive "racing fuel?" I've checked online sites, but not having much luck. Anyone got better info?

[Farmboy]

Depends on your locale for sure. I don’t know of who’s near you, in upstate NY we have Stewart’s shops, which all carry 91 non-ethanol.

I don’t know how accurate or current this is.

https://www.pure-gas.org/index.jsp?stateprov=NY

Sent

[Acd17931]

Engine sale went through. Sorting out shipping from Pittsfield ME. to Palmer.

Besides port and polish. What are the latest cylinder weights vs longevity vs performance looking like? Superior, ECI, Nickel. Whats worth the money?

[CharlieN]

My understanding on the O-360 without the counterbalance shaft is that you need to avoid a range of something like 2100-2200 rpm continuous. You're unlikely to cruise at such a low rpm so it's mainly a precaution that can be disregarded.

The newer composite blade propellers have considerable better vibration damping than the classic aluminum props. As Sky stated the warning band applies to the propeller and few if any wood or composite props are prone to self destruct.

[Acd17931]

Updates #4 and #5

---The engine made it to Custom Air Parts in palmer and was a nasty mess. Neglected for quite some time in a hangar in Maine.

7000 in repair costs, 20,500 in overhaul costs, 3000 in additional items.

The crank shaft was sent out to Oklahoma for repair and recertification, and the camshaft is being replaced with one for better timing.
All my gearing and minor sub-assemblies needed repair or replacement. They were either old style no longer supported, or pitted and corroded, or missing.

The best news was no cracks found in the crank case! For this shop in Alaska crank case repairs and recertification can take up to 7 months and shipment to the lower 48.

Once the crankshaft returns the build up will commence. New OEM Cylinders, Port and Polish, Sump Port, and Custom Paint.
8.5:1 pistons to allow MOGAS, light weight starter, and overhauled accessories.

The engine did come fitted for a constant speed prop. I have about another month to really decide if ground adjustable is the way I want to go here or not.

---On a different front PSTOL flaps arrived!

Airframes Alaska pumped out my 3 hanger 90" set early, and they look so good I don't want to paint them.
I got a call and drove over (5 miles away) to pick them up. If anyone has a question on them please send it my way.

The pstol prep kit was sent over to Jay at Javron months ago for my square wing tip order. I am making plans to pick up my wings around october when I make a visit south for family.

****if someone in alaska wants to save some money or have a better direct shipment, let me know****

---In the shop I ended up buying a Miller 211 mig welder, and its been nice for my other aviation jobs as well. I appreciated your feedback and reviews

---I've been working on the trim cable recently (splicing my own) and spoke to Tony Cesare in Maine. He was nice enough to walk me through some of what he does when he makes a long splice cable, and I would recommend him for anyone looking to have it done..

My first attempt was a joke to look at but loaded tested at over 200 pounds. The key things you want to see is a uniform spiral and thickness, without a wave or strand sticking out. I found that using a die or hardened tool to reform an outer strand you plan to insert in replace of the core, was the golden ticket to keep the wave and headaches away.

I have the recommended final dimension sent over from airframes alaska, but does anyone know the "standard" spring length they see with the cable installed? Just curious.

-Take care.

[a.crane]

[QUOTE=Acd17931;825926]Updates #4 and #5

---The engine made it to Custom Air Parts in palmer and was a nasty mess. Neglected for quite some time in a hangar in Maine.

7000 in repair costs, 20,500 in overhaul costs, 3000 in additional items.

The crank shaft was sent out to Oklahoma for repair and recertification, and the camshaft is being replaced with one for better timing.
All my gearing and minor sub-assemblies needed repair or replacement. They were either old style no longer supported, or pitted and corroded, or missing.

The best news was no cracks found in the crank case! For this shop in Alaska crank case repairs and recertification can take up to 7 months and shipment to the lower 48.

Once the crankshaft returns the build up will commence. New OEM Cylinders, Port and Polish, Sump Port, and Custom Paint.
8.5:1 pistons to allow MOGAS, light weight starter, and overhauled accessories.

The engine did come fitted for a constant speed prop. I have about another month to really decide if ground adjustable is the way I want to go here or not.



She was only in Maine for about a month and never left the box it came in. I think it was sitting in the desert on a crashed up Mooney. I sold a 180 Cherokee project to the guy and he was going to put this engine on it but changed his mind and sold the whole thing. Tony’s cables are definitely a work of art I tried to make one and I couldn’t make the ends tuck in well. I have a poor man’s 4 place in the works it’s a stretched Pacer with 0-360 and constant speed. Look forward to seeing yours finished it’s going to be a beaut!

[SJ]

Andy, that plane looks a lot different than the last time I saw it!

sj

[cubdriver2]

Great news Andy, looking forward to playing " Where's Andy" once again in Maine

Glenn

[Acd17931]

Andy, good to know.

Great job on that pacer!